Omnibus-aeroplane.



G. COLUOGI.

OMNIBUS AEROPLANE.

APPLICATION FILED MAY 14, 1912. L

Patenbed July 22, 1913.

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OMNIBUS AEROPLANE.

APPLICATION FILED MAY14,1912.

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G. GOLUGUI.

OMNIBUS AEROPLANB.

APPLIOATION FILED MAY 14, 1912.

Patented Ju 1913.

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Patented. July 225, 1913.

G. ()ULUUGI.

OMNIBUS AEHOPLANE,

APPLIGATION TILED MAY 14, 1912.

G. GOLUCGL OMNIBUS AEROPLANE.

APPLICATION FILED MAY 14, 1912.

Patented! July 22, 1913.

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G. OOLUCGL OMNIBUS AEROPLANE.

APPLICATION TILED MAY 14, 1912.

1 068 198 Patented July 22, 1913.

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GIUSEPPE COLUCCI, OF BOSTON, MASSACHUSETTS.

OMNIBUS-AERDPLANE.

Specification of Letters Patent.

Patented July 22, 1913.

Application filed May 14, 1912. Serial No. 697,146.

T 0 all whom it may concern:

Be it known that I, Glusnrrn CoLoooi, a subject of the King of lltaly,(who has declared his intention of becoming a citizen of the UnitedStates,) and resident of Boston,

in the county of Sufiolk and State of Massachusetts, have inventedcertain new and useful Improvements in Umnibus-Aero-planes, of which thefollowing is a specification.

This invention relates to flying machines of the aeroplane type and hasforits objects, first, to provide a means for utilizing more completelythan hitherto the supporting power of air currents, both direct andindirect, by means of the form of the wings or planes, their dispositionand their profile, whereby to obtain a greater supporting powerproportionally to the weight of the machine and to enable a machine ofgreater size and carrying capacity to be produced; second, to diminishthe resistance to for ward flight of the machine, while at the same timeincreasing its strength, by the peculiar mode of constructionhereinafter described and by the almost complete elimination of cords orstay wires, whereby a speed of from eighty-five to one hundred and tenmiles an hour may be attained with out risk either to the machine or thepassengers; and to provide a. landing carriage of novel and improveddesign permitting the machine to alight upon and arise from either landor water.

The means and features of construction by which I attain the foregoingobjects are set forth in. detail in the following specification andillustrated in the drawings accompanying the same in which- Figure 1 isa front elevation of the entire machine; Fig. 2 is a side elevation ofthe same; Fig. 3 is a plan View. The scale of the foregoing figures is 1to 100. Figs. l and 5 are, respectively, a sectional view and a plan ofthe monoplane elevating rudder. Figs. 6 and 7 represent, respectively,the forward and rear portions of the body or hub of the machine with thecloth covering removed. Fig. 8 is an end view of the same.

Fig. 9 is a plan View and Fig. 10 a front elevation of one of the mainbiplanes of the machine. Flg. 11 1s a cross section of the same. Fig. 12is a plan view of the flexible rear guide plane. Fig. 12 is a sectionalview of the horizontal staying plane. Fig. 13 is an elevation of a partof the landing carriage. Fig. 14 is an elevation of the rear portion ofthe rear end of the machine show- 111g the vertical stabilizing keel andthe vertical rudder. Fig. 15 is a cross sectionand Fig. 16 a plan of thedouble'or biplane elevating rudder.

The same reference characters indicate the same parts in all thefigures.

The essential parts of the machine as appear from Figs. 1, 2, and 3 area. body 1, s-i-i-pporting monoplanes 2-2 and biplanes 3-3, alternatingin their arrangement, a flexible but otherwise immovable horizontalsteadying plane 4:, a compound or biplane pivotally mounted horizontalrudder 5, a single or monoplane pivotally mounted horizon-ta-l rudder 6,a fixed vertical steadying keel, made in two parts 7 and 7 a verticalrudder in two parts 8 and 8 hinged at the rear end of the keel,supporting carriages 9 and 10, and propellers 11 and 12 at the ends ofthe body.

For the details of construction of the body, reference is made to Figs.6, 7, and 8. The body is generally cigar shaped or spindle shaped withits larger end directly forwardly. Its skeleton or frame is constructedpreferably of tempered steel tubes, there being preferably 8longitudinal members 21 disposed at the angles of an octagon, and anydesired number of transverse braces 22 joined to the longitudinals bycouplings 2-3. I

The longitudinal members may consist of separate sections joinedtogether end to end by these couplings. The whole constitutes asufficiently strong and yet at the same time light structure which issufficiently elastic in its several members to eliminate in a largemeasure danger of deformation from shocks in alighting. By making theskeleton of short lengths of tubing autogenously joined together, theentire structure is made homogeneous with practically as great strengthand elasticity as though the members were continuous. On the other handthe breakage of any one of the pieces is a relatively very slight injurywhich can be easily repaired by substitution of a new piece. Interiorbraces in the nature of cross braces, diagonals and struts may besecured within the body structure and connected to the external framemembers in the manner described, wherever necessary or desirable, as atthose portions where the wings are attached or where the driving motorsor other concentrated weights are mounted. The greatest diameter of thebody is at the line w-m near the forward end, and from there tapersrapidly with the extreme forward end. From the line a2-a2 the bodytapers gradually and uniformly to the line yy near the rear end, fromwhich there is a more abrupt taper to the extreme end. At the forwardand rear end, respectively, are plates 24, which provide the bearingsfor the propellers.

In the construction of the frame all stay wires and cords are carefullyeliminated, whereby the setting up of the frame is much facilitated andwhen once set up properly it remains so for all time. A covering ofcanvas or other cloth is fastened about and upon the frame. Owing to theform above described, the body'is able to displace the air with theleast possible resistance, so that a high speed may be quickly attainedand maintained with the least possible expenditure of power.

For supporting the machine upon the ground or on water, I providecarriages which are shown in connection with the machine in Figs. 1 and2, and one of which is shown in detail in sideelevation in Fig. 13.These comprise skids 26 connected at their forward ends by a shockabsorber 27, 28 with one of the lower longitudinals 21 of the body frameand at their rear ends to posts 29, the junctions being made by means ofpivots which give flexibility. To the upper and lower ends of each post,respectively, are connected forks 30 and 31 in both of which is held theaxle of a trundle wheel 32, the connection of fork 30 with the upper endof the post being made by a bowed piece 29, to which piece there is alsoattached a clamp member 29 fastened to the frame structure of one of thelower planes 3 of the biplane construction. The fork 31 is attached to atelescopic'rod. 33 pivoted at 24 to the head of the post .and surroundedby a spring 35 which tends to hold the tele-' scopic rod expanded and todiminish the shock in striking the ground. The shock absorber firstmentioned consists of a iston rod 27 and a cylinder 28 in which said rodis movable endwise, such piston containing av body of air, which forms aperfect spring, and oil for lubrication and to prevent escape .of theair. A Valve 36 is provided for replenishment of the supply within thecylinder. The skids support brackets 37 having bearings for a rod 38passing through and connected to floats 39 for sustaining the weight ofthe machine upon water. These floats are maintained in equilibrium inthe position shown by means of springs 40, 41 which are connected withan arm 42 rising from the shaft 38 and with the skids on opposite sides,respectively, of such arm. The foregoing description relates to'thecarriage designated 9 in Fig. 2, this being the forward carriage. Allthe parts of this carriage are in duplicate, there being two skids, twofloats, and two wheels. The wheels 32 in connection with those of therear carriage normally support the machine when resting upon the ground,the skids being provided to absorb the shock in alighting and to protectthe floats. strike the ground are protected by metallic reinforcingpieces 43.

The rear carriage 10 is similar to that described with the exceptionthat the skids and the forward dash pot or shock absorber are omitted.It includes two floats 39 and trundle wheels 32, mounted as beforedescribed except that the posts 29 of the trundle wheels are pivotallyconnected with the attaching frame to ermit lateral swinging of thewheels. Tlie parts of the carriages are connected together by crosspieces 44, 45 (Fig. l) and longitudinal diagonals 46, 47, 48, and 49,all of these being preferably of steel tubing and being provided withsockets which receive and are secured to projecting studs or pins, alsopreferably sections of tubing 67, 67 of the wing frames (shown in Figs.6 and 7).

'The supporting planes of each side of the body are separate from oneanother and are separately attached. These planes I will term wings forthe purpose of description. They are alternately of monoplane andbiplane construction, but in detail all the planes are substantiallyalike and description of one will suffice for all. Reference for such adescription may be had to Figs. 9, 10, and 11, which show the details ofone of the biplane wings. The structure of each wing includes alongitudinal front edge piece of tubular structure and wedge shaped incross section with its apex pointing forwardly as appears clearly fromFig. 11. In addition there is a rear longitudinal member 56 andintermediate longitudinals 57. Convenientlythey may be made partly ofmetal and partly of wood, or certain of them may be metal, and theothers wood in any proportions necessary to secure the degree offlexibility or rigidity. Across them extend upper and lower woodentransverse ribs 58 and 59 shaped as shown in Fig. 11 to give the properform to the wing surfaces. These frames thus constructed are covered onboth sides with fabric of a character suitable for the purpose.

The upper and lower planes of the bi Their forward ends which fore andaft dimension are flexible.

30 planes of the latter.

plane wings are alike except that the up er plane is longer than thelower by fifty-nlne inches in the design here illustrated. Uprightbraces 60 extend from one frame to 5 the other between the foremost andrearmost longitudinal members of the Wing structures. I The parts of thewings thus braced are rigid, while the rear portions, amounting to aboutone-third of the entire On the extreme ends and rear of the upper planesof the biplane wings, where such planes we tend beyond the lower planesare ailerons 62 pivotally attached to the rearmost longitudinal 56 andprovided for the well understood purpose of controlling the lateralstability. Each of these wings is connected with the body frame work asshown in Fig. 10 by connecting braces 63, 64 and is provided withcouplers 65 for connection across the top of the body with the wing onthe other side through the medium of a coupling tube 66-, as shown inFig. 1. They ,also have tubes 67 for connection with parts of thelanding carriage.

The ,monoplanc wings are mounted di rcctly forward of the biplane wingsas shown in Fig. 2 and. in vertical placement lie midway between theupper and lower They are connected to the frame by couplings 68, shownin Fig. 10.

The foregoing completes a description of the supporting surfaces of themachine, the

same comprising two monoplane wings and two biplane wings on each side,making four wings or six planes in all. The disposition of these planesis such that not only are all direct currents of air made use of forsupport, but also the indirect currents and eddies reflected and flowingfrom certain of the planes are caused to act effectively upon otherplanes and to increase the supporting power. This disposition of thewings is an exceedingly important feature of the invention, as itpermits an immense increase in the etlective supporting area withoutrequiring any single plane to have an especially large area, amparticularly without occasioning departure from the proportance,'and inconstructing machines commercially those which l have illustrated in thevarious sectional views should be exactly followed. All the biplanewings have the forms shown in Fig. 11. This profile is considerablydifferent from that of the monoplane wings shown in Fig. 12. The latteris thinner, that is, of less depth at the forward edge than is theformer, and is also of flatter curvature and less descent toward therear. By this means I effect a considerable diminution in the res1stanceto forward moven'ient. Aft of the supporting planes are fixed horizontalguiding monoplane wings a having a frame structure substantially asshown in Fig. 11, and being provided with tubular projections 71, 72 atthe inner ends of their longitudinal members for attachment to the bodyframe. Provision is' thus made for flexibility of tips ofthe guidewings. In Fig. 12, which shows one of these guide wings, I have shown at74tmeans of attachment for stay wires which may be run from these pointsto the body, if required to stiffen the wings. I prefer not to use suchstay means, however, since one of the principal features of theinvention is the elimination of all wires or analogous ligaments fromexposed places, from which there results lessened wind resistance. Theonly parts outside of the body and landing carriages against which theair can act to impede forward progress are the struts and braces whichsupport the planes away from the body. and these are reduced to theminimum number. The braces which connect the two planes of a biplanewing are in the same vertical planes with the inclined braces extendingtherefrom to the monoplane wings, all such braces being thereby intandem arrangement and occasioning no more air resistance than would onesingle brace.

The detail of the rearmost part of the machine, in Fig. 14:, shows theframing of the keel or vertical stabilizing plane, and the vertical orsteering rudder. This keel consists of a frame work of which the membersare clearly shown in Fig. 14, composed preferably of sections of tubingwelded together and disposed to provide sufficient rigidity. Theportions of the frame work pxt'ending beyond the body are covered withcloth and consist of the upper fin 7 and the lower tin 7. A rod 75passes along the rear end of this keel and is pivotally attached theretoin bearings 76, carrying the frames of the upper and lower rudders S and8 which are thus rigidly fastened together and are oscil lated in unisonto control the lateral direc tion. These rudder frames are alsoprcfcrably formed of steel tubes welded together.

Fig. 14.- also shows at 77 and 81 respectively the pivot points for thedouble or biplane ele 'ating rudders 5 and for the single or monoplaneelevating rudders (3. The biplane rudders are shown in further detail inFigs. 15 and it). There are preferably two of such rudders mounted onrespectively opposite sides of the tail frame. Each rudder comprises twoplanes constructed substantially according to the principles explainedin connection with the suppm-ting wings, which are secured together andmil tained at the proper distance apart by struts 78 and tension membersor stays 79 and 80. The structure so constituted is provided with apivot rod 77 in a position near the geometrical axis of the rudderstructure, which pivot rod is oscillatively mounted in the socketindicated at 77 in Fig. 14.

The monoplane elevating rudder is shown in detail in Figs. 4 and 5.There are two of such rudders, located at opposite sides of the tailportion of the machine body in the same plane. The framing of each ofthe monoplane rudders is earned out according to the principles alreadydescribed. A pivot rod or stud 82 projects from near the forward edge atone'end at each of the rudder wings and is pivotally attached to thetail frame at the location indicated at 81. The projecting rib 83 shownin Fig. 5 is a part of the rudder frame structure and is adapted to becontained in a guide in the tail frame so as to assist in supporting therudder.

It is to be understood that the guiding means including the rudders andailerons are to be operated by the aviator by suitable controls, but asI do not claim in this application any particular form of control, Ihave not deemed it necessary to illustrate such control, considering itsufficient for the explanation of my invention to state that the biplaneand monoplane rudders 5 and 6 are pivotally mounted so as to oscillateabout horizontal axes in substantially the manner already described.

and when thus loaded to attain aspeed of twenty-eight to thirty milesper hour. The machine without loading weighs about five thousand twohundred eighty pounds, and when loaded as above indicated weighs seventhousand seven hundred and fifty pounds. The dimensions of the body aresufliciently great to provide accommodations therein for the number ofpassengers indicated. The maximum diameter of the body in the designhereillustrated is nearly six feet and its length is thirty-nine feet.The supporting surface of the upper plane of each biplane wing is twohundred thirty-two square feet and of each lower plane and monoplanewing one hundred ninety-seven square feet, such planes being,respectively, thirty-one and twenty-six and one-quarter feet in length,and seven and one-half feet in width, making a total wing area for themain su porting plane, of two thousand five hun red and four squarefeet. Owing to the disposition of the wings already describedthese'surfaces are all rendered effective and each square foot ofsurface is enabled to do its proportional part in supporting the weightof the machine and its load when in the air. In securing'the liftingpower the elimination of resistance and the profiles of the Wings arefactors of greatest importance. Another point which should not beoverlooked is that the flexible construction of the various planesprovides an automatic stability and makes the ailerons 62 in largemeasure unnecessary. The latter are, however, provided as a precaution,and they may be operated either by the pilot or automatically. The angleof attack of the planes influences enormously the lifting componentwhile oflering the ininimum resistance to penetration and permittingattainment of a very high initial speed.

I claim: 7

1. A flying machine comprising a body, and a plurality of pairs ofsupporting wings extended from said body, said wings being alternatelymonoplanes and biplanes, and in combination therewith, a. pivotallymounted, substantially horizontal, elevating plane.

2. A flying machine comprising a body, and a plurality of pairs of fixedsupporting wings extended from said body, said wings being alternatelymonoplanes and biplanes and the monoplane wings being arranged at aheight substantially midway between the upper and lower planes of themultiplane wings.

3. An aeroplane flying machine comprising a body, a monoplane wingstructure at the forward end of said body, a biplane wing structure inthe rear of said monoplane, a second monoplane structure in rear of saidbiplane structure and a second biplane wing structure in rear of saidmonoplane Wing structure, each monoplane being approximately midwaybetween the planes of the next rearward biplane structure as to itsvertical location.

4. A flying machine comprising monoplane and biplane supporting wings inalternating tandem arrangement, a monoplane stabilizing means at therear part of the machine, a biplane horizontal rudder in rear of saidstabilizing means and a monoplane horizontal rudder in rear of thebiplane rudder.

5. A mono-multi-plane flying machine including in its constructionmonoplane and multiplane wings in tandem arrangement, the monoplane wingbeing intermediate the planes of the multiplane wing as to its verticallocation.

6. In a flying machine the combination with the supporting planes ofsubstantially horizontal elevating planes or rudders, one of saidrudders being composed of superposed planes adapted to tilt about asubstan-' planes of the biplane rudder and in rear 10 tially horizontalaxis, and another of said thereof. rudders being a single plane in rearof the In testimony whereof I have aflixed my plural-plane rudderadapted to tilt about a signature, in presence of two Witnesses.

5 horizontal axis.

7. In a flying machine comprising main GIUSEPPE OOLUGCI' supportingplanes, a biplane horizontal rud- Witnesses: der, and a monoplanehorizontal rudder ar- ARTHUR H. BROWN, ranged at an elevationintermediate 'the P. W. PEZZETTI.

